Train-control system



Sept. 2, 1930. A. E. HUDD TRAIN CONTROL"SYSTEM 3 Sheets-Sheet l uw g Sept. 2, 1930. A. E. HUDD TRAIN CONTROL SYS TEM Filed Jan. 8, 19,26

i5 Sheets-Sheet 2 sept. 2, 1930. A. E. HUDD 1,775,030

TRAIN CONTROL SYSTEM 'Filed Jan. 8, 1926 :s sheets-sheet 3 [M HWF/ad EPTJLTT Hudd Patented Sept. 2, 1930 UNITED gSTATES PATENT FFICE ALFRED vERITES'JI HUDD, OF LIVER-P0013, ENGLAND, ASSGNOR, BY MESNE ASSIGNMENTS,

To AUTOMATIC WARE ELECTRIC INC., OF GHICAGOILLINOIS, A CORPORATION' OF `DELA- T-EAIN-CONTROL SYSTEM Application filed January 8, 1526, Serial No. 79,932, and inGrcat Britain December 9, 1925.

The present invention concerns improvements -in'or relating to trainv control systems and has for its object the reduction of the size of ramps employed to only a few feet 5 in length, avoidance of electrical energy on the iocomotive foil1 brake controlling purposes, and thepositive opening of the air pipe every time the trainpasses a controlling ramp, irrespective .of whether the ramp is connected t0 lo asource of elect-ri-cai energy er not,a fresh operation 'being required to close the Lair pipe.

@he of the .teatri-res of the present inv` tion concerns the employment of electrolytic cells on the trai-n which act in same maii-y L ner as'flarge Icapacity con-densers provided-the voltage to which they are subjected 1s not too high; YLarge capacitycondensersif sti-hicientily cheap as regards `cos-t could lhe .employed ii-n the lplac-e of 'the -electroflytic cells without de- .20 parting from the spirit of 'the invention'. l ie object of a large capacity Jcondenser.is that it can receive a much larger Yquantity kof electric-ity from a momentary Contact with a source olf |direct iotrrrentelectrical energy than 25 can be obtained from connecting an inductaiircesuc-hfa san ordinary @fleet-romagnet.` Consequently it is possibile hy shuirting' an electromaginlst wi th a flargecapacity to reeeiveenough energy from a ramp connected to a source of i351 Apotential `if the ramp is 4small and the spec-d ofthe train lis' jh to enaible the electromagnet to be energized although the electromagnet 4could not be energized if the condenser werelmissiing. Incidentally, as the condenser 3:5v receives the charge, the .Qelect-romagnet may fhe ultiiinately lenergized -by the :discharge 1of .tl e 'l nser alf-ter the shoe has left the ramp;

aturaliy leads the second feature of ent invention a definite operation has to take;

place to prevent the opening of the valve becoming effective, such as the closing of another valve, or possibly the same valve, if the duration of contact of the shoe with the ramp is sufficiently short.

A further feature of the` invention is the provision of a time element oevice carried on the locomotive and contactors or ramps of short length on the side of the track thus providing a selective speed control which is intinitely adjustable to the traclr conditions in territories having different signalling` conditions and regulations.

@ne arrangement for carrying out the invention will be described by way of example only with reference to the accompanying drawings, in which Fig. l show-vs the brake controlling arrangements. Fig. 2 shows the arrangement of contacter shoes, and a rcontactor at the side ofthe track, Fig. 8 iilustrates diagrammatically an application of the system to three position auton'iatic sig,- nalling, while Fig. i shows7 in operated position7 a portion of the mechanism shown at normal in Fig. l. V

A contacter l consists of a bar or plate shaped as shown, of a length which need not be longer than a few feet. This is really a very small ramp, when compared with those usually used which are from 100 to 150 feet in length. The shoes consist of two fixed brushes 5 and 6, and a movable brush 3. lThe fixed brushes serve for cleaning the contactor so as to ensure a good .electrical connection, while the movable brush 3 is connected to a slidable carrier i running in vertical ball races 40a, 4l. The carrier 4 is provided with a tapered portion so that it is narrower atV its upper end than at its lower end. rEllis tapering is so arranged that on the upward movement of the carrier, a roller 41a carried on the end of a shaft 42 terminating in a piston 8el nieves to the right with the shaft and piston. The shaft in turn acts on a `bal-i el?) to force the ball upwards and thereby the valve stem 7 of a valve eli. The valve 44C is thereby opened and is mechanically held open until a force' of compressed airon the piston t3a causes the piston'and its itil) associated partsl to move to the left which of course can only takeplace when the brush 3 has come off the contactor 1.

rlhe .brush 3 has connected to it a conductor 410, which has a, branch-lead extending f direct to the upper terminal of winding 36 Y and ground, and a second branch extending through the contacts 37 and resistance 38 in multiple, to the ungrounded terminals ofthe group ot electrolytic cells 17 and polarized electromagnet 18 in multiple, respectivelyto ground. In view olf-the foregoingitvvill be appreciated that the three elements 17, 18, and

36 are in a multiple bridge across one or the other` ot the batteries 1G or 21 When an enery gized cont-actor-is engaged by the brush 3.

The electromagnet 36 is of high resistance, vis therefore' very sluggish to operate, and is never operated unless the vehicle is "stopped with brush 3 in engagement With a contacter having current connected thereto, so that current can be suppliedto it for an appreciable time.y f Y It Will irst'be assumed that positive cnr-r rent. is connectedto the first encountered contacter, that is to say, the positive of thebat-` tery 16', the negative 01"' which is connectedto` the rails. This is the condition which exists when' the signal associated With the contacten is at cclear as ivill presently appear. lVhen positive current is picked up by the brush the cells 17 become charged and upon dis*-Y charging, supply current direct from the "ungrounded terminal of these cells kto t1 eelec` 1 tromagnet 1S, i. e., from tlie'ungrounded ,terl

minal of these cellstor the upper terminal of 18, in the proper. direction to cause it toirotateits armature 19 in an anti-clockivisedi` rection.' A small portion of the current discharged from the cells 17 also flowsjtrom their grounded terminal to the lotverterininal `a sliding meinberll'?" running in guides 'll-3 Y* and 49 'in such a? manner that the sliding:r

memberV must be 'forcedto the .right if the armature Amoves in either a ycloclvlfise or an*V "antifcloclivise'direction 'from the position shown. The sliding member engages a rod otthe valve which allows air to eseape from the pipe 10 to atmospnere-`` Conse-L quently when the electromagnet 18 isener-V gized with thepositive current valve 20 bev Y`comesclosed. Therefore the net result ot the shoe passing over contacter lis to iirst open .valve 44 mechanically and 'secondly to close" valveQO by electromagnetic means. rThe re-A sultfis that compressed airrom the chamber` 8, which is normally maintained fulll by air ladmitted from the mainv air-pi e 50 through a. restricted orifice 3 5, Y isv rstadmitted through the valve 51, to pipe 9, and thence through the valveli to pipe 10, but its escape to atmosphere ris prevented ovvingk to valve 20 being closed; It serves, lioWever,to admit compressed air to the righthand side of pistoni?, so that Whenthe shoe v31falls after' passing the contacter 1, the piston Stisi'm inediately moved backto the vlei'ty and' the valve ed automatically closes, later armature 19 is restored to its neutral position, yagain opening valve 20.1,'k Consequently it will be appreciated that? the Vnet resultof'passing over a positively. charged contacter is nil as regards producing )raking eilect, so that yWhena" signal ilsfat clear the train passes freely. Alitdesired the armature 19otthe electroinagnet 18 couldbe; provided Witha pointer or any' othersu'itable indication could be given tov notifyr the engine-1 man when a contactor'was passedand to as` sure him that it was in proper Working order.4v Assume' however that instead of passing` over .a positively charged contacter the, shoe passed over a negatively chargedcontactor,

"An instantthat is, acontactor connected. for instanceV tol K' the rnegative pole olbattery 21. In this case l f the mechanica-l opening-.oftheivalve .14 will j f f be ythesame as hitherto. ',Hoivever, the elec,v

tromagnet-18 will be `energized by! current ,f

flowingin theopposite direction `so that the armature 19 will move inaclockwise direc-;

tion. gardsthe closing of the' valve 20, but armature 19. is provided With'van abutting pirojecfv.v tion 52' Which normally engagesv a 'pivoled'`r catchQG, which in turn engages a roller on; the end of a rod`53 secured to adiaphragin: 26. 1 Thecatchv normally serves to holdup This Will have the same effect as re. ,I

the pivoted'member 25,.b'y which the valve fr,

rod 22 of a valve 54 is held closed. Accord#k ingly When the armature 19 movesin a clock- Wise direction, the catch 26 is-.moved yto the right,- thereby permitting the pivoted mem- .1110 Vber 25 to rfall until it' encounters the .top V end of armature l19. This permits the valveiv Q2 to open. -When the catch 26?-ismoved' to` the righttlie sector 24,' which; isi connected by braclietrf to catch 26', ismoved clearof the,

iis

roller 27 and accordingly-.rotates slightly.vr

over oneetourth revolutionv into the positionr in which it is shown in Fig'g/l. f AninstantY later theuarmatureiljis restored to its neufY tral position and thepivoted member 25 then falls onto the abut-ment' 52 on the armature A19, thereby locking'the armaturel) against'V clockwise movement `until predetermined time has elapsed',l at the endo'ffwhich,v meint? ber-25 is restored to theffinitial position ini e 'Which it is shown inlligrlv asvvill' laterap-lv pear.

f TheseY operations arebrought-about `asiav Y result of the opening ofv valve. When this i ing spring in a clockwork movement.

valve is-'opened air is admitted to a jet 19', to avvhistle 23, and also is applied against diaphragm 26. The air pressure against dia` phragm 26 is eective to bring and maintain sector24 into engagement with the roller 27.

' ance Wheel escapement 18a, so that its movement` is vralways at a fixed speed; in other words :the turbine simply replaces the driv- The turbine therefore turns round and by means of a suitable gearing drives the roller 27 at a predetermined speed, While the roller in turn rotates the sector 24 in a clockwise direction, until-the sector 24 can no longer prevent lever v 57 and catch 26 from moving to the left. At

thistime the pressure on diaphragm 26 becomes effective to restore catch 26 and the pivoted member 25 to their initial position shown in` Fig. 1. It Willl be understood that the speed of the roller 27 may be varied as desired by adjusting the balance Wheel or by altering the length of the contact face of sector 24or the diameter of roller 27. If the driver of the train observes the Warning given by the Whistle, he Will reduce the speed of his train so that, before the neXt contactor isy reached, the roller 27 Will'have caused the sector 24 torise suiiiciently to permit air pressing on diaphragm 26, due to valve 54 being open, to Vforce the catch 26 to the position shown in Fig. 1', to again permit clockwise movement of armature 19. If, however, before the timing mechanism has completed its cycle negative currentis again received, due to the shoe 3 passing over another contactor 1, thearmature 19 being locked Will be unable to move in a clockwise direction and consequentlyv the valvey 2O cannot be closed. The valve 44 Will therefore continue to be held open by the shaft 42 as the pipe 10 is open to atmosphere. Therefore no pressure kis built up for actuating piston 8a to restore the shaft 42 to the left. The escape of air from chamber 8 to atmosphere, via pipe 9, valve 44, pipe 10 and valve 2O Will therefore permit the diaphragm 12 to collapse. This results in.

the opening of the valve 13, Which permits air f to flow from the main air piper 50, through the pipe 6() andto the piston 15. The piston 15 thereupon moves to the left in the cylinder 14 and,'acting on theroller 61 connected tov a special handle pivoted as shown, Will cause this handle to rotate and move to the position corresponding to a service application of the brakes. y

It .Will-be noted that the brake lever is made in the form of a Y'or three branch lever, one branch being freeand serving as a handle 'ai for manual operation; the second branch eXf tends into the associated cylinder 14 into engagement with the piston 15 so that the piston can operate it about its pivot, which is located at the end of the third branch of the Y. The pivoted branch is located just outside the cylinder and is so proportioned with respect to the branch Within the cylinder that the latter branch is free to move lineally Within the cylinder for a distance suiicient to rotate the lever through substantially one-fourth the arc of a circle.

It should be understood that this special handle can be used for applying the brakes in the ordinary Way, its motion being as will be seen, independent of the piston 15 When it is employed for applying the brakes. A small pin hole 63 isv provided in the cylinder 14 to enable the handle to be returned to the releasing position when the pressure on 15 is released.

The third case which might arise is that the contactor 1 is de-energized, that is to say, it is connected to neither positive nor negative current. In such a case the shoe 3 Will be raised and the valve 44 opened. Valve 2() will also remain open so that air in the chamber 8 can at once escape to atmosphere. Consequently diaphragm 12 collapses and the service application of the brakes follows as previously described.

It may occasionally happen that a train, in pulling into a station, orbecause of some trouble, such as a hot box, Will find it necessary to stop and in the ordinary stopping, happen to bring the shoe on top of a con:l tactor.

In order to avoid any danger of excessive current drain due to a trains coming to rest with the shoe 3 on'the top of a contactor 1, an electromagnet 3G is provided. This electromagnet, as previously explained, is of high resistance and is of the solenoid type, so that it will not become energized under ordinary circumstances due to its sluggishness, but in the case under consideration Where current will be received for a longer time than usual the electromagnet 36 Will become energized. In doing so it closes the valve 51 thereby permitting the chamber 8 to become filled through the aperture 35 and opens the Contact 37, thereby inserting the resistance 38 in series with the branch circuits extending to ground via the electromagnet 18 and cells 17, respectively, so as to avoid excessive battery drain.

44\..rran ements can conveniently be provided for reverse ruiming so that the train controlv would be operative in Whichever di* rection the engine were ruiming. For this purpose a locomotive would conveniently be provided with a plunger and iXed brush astaken through avtwo-way switch, so that when the engine were ruiming in one directionone set of shoe brushes with `their associated mechanism would bey operative, while when the train were running in the reverse direction the other setvot brush andshoe mechanism would be operative. The tweway r,cocks and the two-wayswitch rwould be attached to the reverse lever of av locomotive, so that either set could be brought into action according to the direction et' travel.' In single line Voperation the ramps would be provided on the other side of the track and brought into use according te the direction .c la Under clear track-conditionpositive current is connected" tobotli these contaetors. Consequently a train iassino from rioht to left would nass -v D t: .Lr

tues-.e cont-actors as described above without having any, .automatic applicationl et the brakes. Contactors C3, C4 and@5 are con- Y trolledfby. signal B, which is shown inthe cautionary position, which ,means that the Vnei-it signal, signalr C, is at danger. The cau-j tionary sifriial controls the contactors 4GB, G4' and C5. a3 and C4 have.' positivepotential kconnected thereto,'while C5 has negative po-l tential connected thereto.` Consequently U3 and C4 are passed similarly to C1 and C?,

the brakes will he automatically ap l but when C5 is reached, there is negative current on the contacter, and consequently the whistle blows giving a warning tothe driver to slow up, and future 'operation depends upon .whether he does soor not.Y The signal C is at danger and controls the contactors C776,

C7, and CS, all et which are connected to negative potential. Y e

New i'ftlie driver of anoncoming ,train after receiving negative current from the contacter G5 neglects to reduce his speed sul'-vr licieiitlv the contacter C6 will be reached and described: lf, however, he liasredueed his speed surfliciently so that he `.does not` reach the contacter until the time fixed by the time element device has elapsed, then` he .iiiply y receives a further warning signal. Gt course it may bev that in the ineanwhlle the contacter 'C6 has been connected to positivebattery owing tothe signal C having been raised either te the mid position er to theall clear.k

` yposition'.in'wliich casethe ,whistlowould not.

be sounded when oassinfY C and even in-a Y fog the 'driver may be advised'by observav tien of the movement o'tai^inatiire v19 of electroniagiiet 18 that all' is clear, and tliatfheV led asV can speed upiagain. Norinally, however, it-

can Vbe assumed that he receivesthe negative signal andtheretore he knowsthat; he must,

keep down liis speed. Therefore, hewwill still keep running at the reduced speed until he reaches contacter G7. -Here agaiiihe `.rel j ceives a warning signal, but by this v time his speed niusthave been reduced veryv considerably, say for-instance te less than iniles an hour, for otherwise he Vwill' reach lthe; contacter C? prematurely and will therefore have the service brakes automatically"-applied.

The special sional D be ond which the vtrain f i i: a u Y must not pass at danger, controlsy the cen- Y tactor Gs'which also is connected tognegative' battery.. Contacter C10 however is not connected up at all underfthese circumstances,

soV

so that even4 it the driver has properly con-V trolledhistiain past all the'contactor's sup- Y 'plied with negativeA potential, namely, C5,

C, C7, CS, Aand Cif he does pass the'inal contacter C1", lievwill haveA his brakes autos.

inaticall-y applied. i

.lt will be noted that upon a train passingy i y cautionary signal an audible alarm is given and a time mechanism set in operationxThe next contacter is placed preferablyatesuch. a distance trom the next stop signallso that ithe engineman disregards vthe cautionary signal and audible warning, van automatic brake application will be received atl a second" f contacter.. f When a train passes a signal at danger, as isthe signalC, an audible alarm-.issounded and the time sinal set' in o eration at C6 again at C7 and also at C8... Y l, f y ilfhen a trainpasses a special signalfat danger, as is the signa`l.Dthe last encountered`V contacter C10 isfnet energizedand therefore if this contacter is passedaii auteinatiebrake application will be made.

An examplev 'of the nature otcontrolzele'cted by the signal arrangement,shownin Fig.y

Savill new be describedv Asthe signal A is at clear a train going, `for instanceatti() miles an hour, Vcany pass without having its brakes automatically applied. rIn this case the signal lever L1 is in the down Vposition and n positivebattery is connected by the switch S1 tothe contactors ,C1 and C2. The signal B isV in the cautionary positionythatlis tosay the signal lever L2 vis in. an intermediate position, and positive battery is connected to thevcontacters @sand C'wliile negative battery ist` connectedtocontactor C5. -Under these cir,-k cuinstances the engine driver receives a ,warnf ing signal advising him that the neXt signal is at danger, and that heshouldtherefore reduce his speed. The position; of i the' conti'ctoi' C5 iii relationy ktothe'contacter C? isrv such thatk a train passing between thesel twor centactors will reach: the' second contacter within a predetermined time it the speed hasv notbeen reduced below a certain limit, for.

instance 25 inilesan hour. The timing device' CLU 'on the lower end el armature 19.

on the locomotive is set accordingly, and of course can be varied on diilerent locomotives, so. that the speed regulation curve can be modified to suit they nature of trallic, that is to'say, a locomotive yet a heavy goods train would have a different adjustment from the locomotive et a high speed passenger train. Consequently the disance between contac- 3 and C is'l'ixed. This distance would al to the distance between the contac- G2 and C3. lifhe signal C is at danger, and the lever L3 being in a vertical position vcauses the switch S3 to connect negative battery? tothe contactera C, C7 andCS. rlhe distance between C and C7 need not be any iixedf amount, althor it could be it thought desirable. Usually, however, C6 and C? would be quite a considerable distance apart. The contactors C7 and Cshowever are arranged at a distance apart which is considerably less than the-distance between the 'contactors'C5 and C6, as the purpose of these two contat-tors' is to prevent the train proceeding any `further without having` the brakes automatically applied it the speed has not been reduced below a very low limit, say live miles an hour. The nistance between the contactors C7f`and C8 is the same as between contactors' C and C5, and between con'actors C1 and C2.' rl'he train can therefore still proceed at 'the low speed of live miles per hour or less past .the contacter CQ'but it must not go beyond C19, otherwise vit will have the brakes automatically appled and so 4be vbror-.ght to rest. The polarityfoi contacter C9 is controlled by the switch S4 which is associated with the spe ial signal D. The curve below the lfigurev illustrates how the speed of the train should be reduced by the engine-man to avoid "having his brakes automatically applied Vand yet showing how he is permitted to approach as as possible towards the signal; By placing thecontactors so as to enforce a speed reduction: such as indicated by the curve plotted in the lower part of Fig. 3,'it willl be appreciated that the danger ot an accident due to carelessness on the part oi an engine-driver is eliminated.

v In llig. 1 it will be noted that there is a device shown for engaging with a projection 31 This device is a cancelling device which is for restoring all partsto normal after an automatic application has occurred rlhis device consists of an arrangement for rotating the armaturerlS in an anticloekwise direction, and soclosing the valve 20. The pawl 30 is normally held out of engagement with projection 31 on armature 19 by means of the air pressure behind diaphragm 32 from chamber 8f When however chamber 8 is exhausted due to an automatic brake application the spring 33 anchored to arm 34. forces pawl 30 into the path or 'movement' of 31, owing to the absence of vpressure behind. the diaphragm 32. It the cancelling device is new moved over in a clockwise direction, armature 19 will be moved to the right and will close valve 20. Air from the main reservoir can then recharge chamber 8 through the restricted orifice 35 and valves All and 13 will be again restored to normal. As the pressure builds up in chamber S and line 9, the piston 8 is actuated to again close valve i4 and as the diaphragm 32 is again put under pressure, it presses the pawl 30 out ol' engagement with 3l permitting the armature 19 to restore to its neutral position.

lt will thus be appreciated that by means of the invention a train control system has been evolved in which the engineman, if alert, may 'forestall the application of the brake-s by the automatic train stopv device. A distinct warning is given when a cautionary signal is passed. `A time interval is then allowed to permit the engineman, it alert, to apply the brakes in the usual manner so that his train can be brought to a stand-still within the braking distance provided, that is to say within the over-lap normally provided beyond an automatic stop signal. If he fails to perform his ordinary duty in this manner, then an automatic brake application is given.

Similar opportunities are given when approaching stop signals, a lower range of speed being provided by the closer setting of the ramps. An engine-man may, therefore, if alert, pass an automatic stop signal without any interference by the train control device whatever. In other words an engine-man, if alert, would not know that train control was in Yforce, except for the audible warning he receives when passing a caution signal.

ln foggy weather, snow storms, etc., the additional positive assurance which he ob tains when passing all signals is an improvement over known systems.

I claim 1. In a train control system, a locomotive, brake controlling arrangements on said locomotive, an electromagnet ior operating said brake controlling arrangements, a large capacity condenser connected in circuit with said electremagnet, and means co-opcrating with apparatus at the side o1c the track to enable said condenser to be charged and so effect the operation of said electromagnet.

2. In a train control system, a. locomotive, brake controlling arrangements on said locomotive, an electromagnct vfor operating said brake controlling arrangements, an electrolytic cell connected in circuit with said electromagnet and means co-operating with apparatus at the side of the track to enable said electrolytic cell to be charged and so effect the operation of said electromagnet.

3. In a train control system a locomotive, brake controlling arrangements on said locomotive, an electromagnet for operating said brake controlling arrangements, al plurality of electrolytic cells in series Vwith one another connected in circuit with said electra magnet, 'and means cooperating with appva- Y ratiis at the side ot the track to enable said electrolytic cells to be vcharged and so 'effect Athe operation of said electromagnet.

il, ln a train control system, a locomotive, brake controlling arrangements on said locomotive,'an electromagnet vfor operating said brake controllingarrangements, a plurality of eloctrolytic cells connected inseries With each other, and permanently across the tei"- minals of said electromagnet and means cooperating with rapparatus at the side' orn the track lto enable said electrolytic cells to be charged and so etect electroniagnet. e

theoperation of said ln a train control system, a locomotive,

f brake controlling' arrangements on said locobrake controlli motivean electromagnet oroperating said brake controlling arrangements, a large capacity condenser permanently connected across tlie terminals of said` el ctromagnet and a current collecting shoe adapted to engagewith apparatus at the side ot the track to complete a charging circuit for said condenser to enabletlie'condenser to etiect the operation of said electromagnet. K

6. In a train control system, a locomotive,

" brake controlling arrangements on said locomotive, a valve adaptedy to be opened mechanically by apparatus at the side of the track to cause the brake controlling apparatusto operate, an electromagnet adapted to be energized by apparatus at the side ot the track, a second valve adapted to be operated by said electromagnet when energized tov cause the closure of said air pipe at another point. n I

8. In' a traincontrol syste-m, alocoinotive,

Ag arrangements on said locomotive, an air pipe connected to said brake controlling arrangements, a valve insaid air pipe adapted to be opened mechanically i l L 1 apparatus at the side oi the track to cause the brake controllinor an aratus to be `oner-V c i i ated to apply the brakes, and a magnetically actuated valve in saideair pipe also adapted to be operated by apparatus at the side or" the track subsequent to the opening yof tlie imaoso first valve to close said airpipe and render tlievopening oi"- said lirst valve ineective.y

9..,ln a traincontrol system, a locomotive, brake controlling arrangements on said locoy motive, means for positively f operating andV mechanically locking` said brake controlling arrangements adapted to be controlled from Y apparatus at the side of the track, and'means vt'or automatically preventing said operated and locked'brake controlling arrangements becoming eliective to cause a brake application, also cont-rolled from apparatus'at the'` side or" the track. A l

l0. In a train control system, alocoinotive, anrair pipe for controlling the operation 0i' the brakes.y a valve 'in' said air pipe adapted toY be opened by apparatus at the side of the track, and va magnetically actuated valve in said air pipe adapted to .be closed by apparatus at the side oic the track to etlect the,y

closure ofsaidlirst valve. f

11. A train control system comprising a locomotive` an air pipe on said locomotive,

tor controlling the applicationofth'e brakes, i

afvalve adapted to be opened by'app'aratus at the side ofl the track, a second valve 1n said air pipe adapted to be closed by appay ratus at the side of the track and means for preventing said second valve being similarlyfoperated vfor a predetermined time.

'12. A train control-system ycomprising a a locomotive, brake controlling; arrangements"` on saidflocomotive, a timing deviceon said locomotive, a traclna ramp at'the side of said track, a second ramp atV the sideof said track, a shoe on the'locomotive'adapted to engage successively said lirst and said 'second ramps, means controlled by said shoe for enabling said brake controlling arrange ments to operate, a second'm'eans controlledY by said shoe for initiating the operationv ot said t-imingdevice and preventing saidbrake controllingk arrangements from operating to prevent saidf'second means from exerting asimilar controlling effect'foi ar'predeter` mined time. i Y

13. A train control ysystem comprising a. locomotive, brake controlling arrangements on said locomotive, ati'ining device on said locomotive, a track apparatus at the side of ico and means controlled by saidtiming device Y the. track, a second apparatus at the side ot? the track, apparatus on the locomotive adapt'- ed to be influencedsuccessively by said first and said second apparatus, means mechanically operated by said locomotive apparatus Y for positively causing said brake controlling a rangements to operate after a predetermined interval, means controlled by said i0-,` n

coniotive apparatus before said interval has expired tor initiating the operation of said Y timing device and preventing said brake controlling arrangements rom operating,v and means controlled by said timing device to prevent said means from exerting a similar controlling effect for a predetermined time.

lll'. A train control system comprising a locomotive, brake controlling arrangements onY said locomotive,y a timing device onA said locomotive, a track apparatus at tlic side oit the track, a. second'apparatus at the side of the track, apparatus on the locomotive adapted to be influenced successively by said iirst and said second apparatus, means mechanically yoperated'by said locomotive apparatus for insuring the operation of said brake controlling arrangements, an electromagnet con trolled by said locomotive apparatus for initi'ating the operation oit said timing,` device and preventing said brake controlling` arrangements lrom operating, and means controlled by said timing device to prevent said electromagnet from exerting a similar controlling effect for a predetermined time.

'15. A train control system, comprising a locomotive, an air pipe on said locomotive lor controlling'the application of the brakes, a timing device on said locomotive, a track, a rampat the side oit the track, a second ramp Iat the side ol thetrack, a shoe on the locomotive adapted to be influenced successively by said first and second ramps a valve mechanicallyoperated by said shoe to open said air pipe, a second valve in rsaid air pipe, an electromagnet controlled by said shoe for initiatingthe operation of said timing device and for closing said valve to prevent the opening of said valve from becoming effective and a locking member controlled by said timing device to prevent said electromagnet operating said second valve in a similar manner for a predetermined time.` p

16. A train control 'system comprising a locomotive, brake controlling arrangements yon said locomotive, a timing device on said locomotive, means for actuating said timing device' at the same constant speed irrespective of the speed of theilocomotive, a track, apparatus at the side of the track, apparatus on the locomotive adapted to beinlluenced in different ways by said apparatus, means for preventing the application of the brakes controlled by said apparatus when operated from the tracky in either ottwo ways, and means for initiating the operation of the timin 0' device adapted to be operated when said paratus is operated in a particular way only.

17. A, train control system comprising a locomotive, an air pipe for controlling the application of tliebrakes on said locomotive, a timingdevicje on said locomotive, a track apparatus at the side of the track, apparatus on the locomotive adapted to be influenced in dillerent ways by'said apparatus, a valve in said air pipe adapted to be closed when' said locomotive apparatus operates in either of two ways, and means for initiating the operation of the timingdevice adapted to be operated when said apparatus is operated in a particular way.

18. A. train control system comprising a locomotive, an air pipe controlling the application o'j the .brakes on said locomotive, a timing device on said locomotive, a track, a ramp at the sideof the track, aV shoe on the locomotive adapted to receive current from said ramp, a valve in said air pipe,` electromagnetic means connected. in circuit with said shoe and adapted to respond to different kinds of current and to close said valve whatever kind ol current operates it, and to initiate the operation ol the timing device only when a particular kind of current operates it.

19. A train control system comprising a locomotive, an air pipe on said locomotive lor controlling applications oi the brakes, a. timing device on said locomotive, a track, a ramp at the side of the track, a shoe on the locomotive adapted to engage said ramp, a valve in said air pipe adapted to be mechanically opened by said shoe when engaging said ramp, electromagnetic means adapted to respond to current received by said shoe from said ramp indilierent ways, a second valve controlled by said electromagnetic means whichever Way it is operated to close said second valve, and vmeans for initiating the operation of the timing device when said electromagnetic means are operated in a particular way only.

20. A train control system comprising a locomotive, an air pipe for controlling the application of the brakes on said locomotive, a timing device on said locomotive, a track, a ramp at the side of the track, ashoe on the locomotive adapted tobe influenced in three different ways by said ramp, a valve in said air pipe adapted to be closed mechanically by said shoe when passing a ramp, a'second valve also in said air pipe, a polarized electromagnet connected in circuit with said shoe and adapted to close said second valve whether energized by current flowing in one direction or the other and means for initiating the operation of a timing device adapted to be operated When said polarized electromagnet responds to current llowing in one direction only.

21. In a train control system, a locomotive, an air pipe adapted to control the application ofthe brakes, a valve in said pipe adapted to be opened mechanically by apparatus at the side of the track to cause the brake controlling arrangements to operate, a large capacity condenser, an electromagnet shunted by said large capacity condenser and adapted to be operated shortly after said valve is opened to cause the closure of said air pipe.

22. In a train control system, a locomotive, brake controlling arrangements on said locomotive, means for positively operating said brake controlling arrangements adapted to be controlled from apparatus at the side of the track, .a large ca i'pacity condenser, means for charging said large capacity kcondenser from apparatus at the side of thetrack,

and an electroniagnet adapted to be energized from said charged condenser tol 'positively prevent said brake controlling arrangements from becomingeiiective. I n

23. In a train control system, a locomotive,

brakecontrolling arrangements on said locomotive, a polarized electromagnetadapted to exert diti'erent controlling eiiects on said brake controlling arrangements, a largecapaeity condenser connected in circuitV With said polarized electromagnet and means cooperating yvitli apparatus at the side ofthe track to enable said condenser to bev chargedv and so eifect the 'operation of said polarized electromagnet according to the natureof the charge.

2d. In a traincoiitrol system, a locomotive, an air pipe adapted to control the application of the brakes, vvalve iii-said pipe adapted to be `opened mechanically by apparatus at the side ot' thetrack to cause the brakes to be applied, a polarized electromagnet radapted to beoperated in diderent Ways to effect the closure o'l said air pipe, and means for energizing said polarized electromagnet from appa.-

ratusvat the side of the track shortly after said valve is opened. Y y.

25. In a train control system, a locomotive,

Y brake controlling` arrangements on said'locomotive, mea-ns for positively operating said brake controlling arrangements adapted to be controlled from apparatusat the side of the track, and a polarized electromagnet also cony trolled from apparatus at the side of the track Vand adapted to positivelyprevent said brake controlling arrangements becoming elective Whichever Way it is operated. i l

26; In a Vtrain control system, apparatus onk thel locomotive koperative to control the application of the brakes, a valve adapted to be" operated to neutralize the eect of the laction ofsaidapparatus, apolarized electromagnet, an armature for said electromagnet and means actuated by said armatureto cause said valve to close irrespective ofthe direc#k tion ot movement of said armature. e

27. In a train control system, apparatus on a' locomotive, comprising an air pipe con-` trolling` the application of the brakes, a valve in said air pipe adapted to controlthe passage of air through said air pipe, a polarized electroinagnet, a centrally pivoted armature for said polarized electroniagnet, and a sliding member rigidly connected to said'valve andhaving projecting members engaging said armature on eachside of said pivot so as to cause the valve to move in one Way irrespective of the direction in which the" armature is causedto move due to current flowing throughsaid polarized electromagf net.V 28. ln a train control system, a locomotive,

brake controlling arrangements on said locomotive, a lshoe adapted to engage Withfap- V'paratus :at the Vside of the track, a polarized electromagnet in circuit WithV said shoe,

means for preventing the application of the 4 brakes when a polarizedelectromagnet is energizedby currentovv through it iiieithe'ry direction and-a timing device adaptedto-be Y set inoperationyvhen thek current lovv'is in a particular direction. f

29. In a train control system, a locomotive,

an air pipe'foii said locomotive for controlling n the applicationy of the brakes, Va valve ',or

vsaid yair pipe, a kshoe for engaging. with aps Yparatus at theside of the track, a polarized electromagnet connected in circuit with said shoe and adaptedto operate said valve. irrespective of kthe direction of current floyv, a

timing device adapted f to bey operated/ When Y the polarized electromagnet is energized by current tlovv inY one direction and means controlled by said timing device to preventsaid polarized magnet operating under the latter condition for a predetermined time.

30. A train control systemcomprisin'g a locomotive, brake controlling 'arrangements on said locomotive, an electrically controlled n timing device on saidnlocomotive, a track, apparatus at the side of saidtrack, apparatus on said locomotive adapted to co-operate With said track apparatus to initiate the operaf ion of said timing device only if the track apparatus is in Va particularcontrolling condition, a second apparatusat the/side? of said track, means for causingbrake controlling arrangements tooperate ifthe second track apparatus vexerts a similar control to said irst track apparatus on said vlocomotive ap paratus beforethetiming device has been in operation. for a predetermined `time and lan audible ksignal adapted to be given While the electromagnetic means for opening said valve. a nozzle to which air isfcoiinected When said valve is opened, awturbineiadapted to be driven by'air passingy through said nozzle c,

to control the operation of said timing de'- vice, and means controlled by said timing device for `closing vsaid'valve after predeterminedtime. i Y 'f Y l38. In a train control system apparatus onf a locomotive 'comprising an air pipe,avalve controlling saldair-pipe, a timing .Clovi liao electromagnetic "means l for opening said valve, a nozzle'to which air is connected-'when said valve is opened, a turbine adapted to be driven by air passing through said nozzle means controlled by said timing device for closing said valve after a'predetermined timet 341-. in a train control system, apparatus on a locomotive comprising anelectromagnet adapted to be energized from apparatus 'at theside ofthe track, a'valve controlled lby said L-elect'roniagnet for preventing the application o the brakes, a? timing device, an audiblesignal, a'v second lvalve controlled 'by Y said electromagnet for 'causing theoperation of said timing device and said audible signal, a locking member adapted to be operated by ysaid second valve to prevent said electromagnet again operating in a similar manner to control said first valve, and means controlled by said timing device for removing said locking member a predetermined time.

35. In a train control system, a locomotive, brake controlling arrangements on said locomotive, apparatus mechanically operated by apparatus atthe side of the track for effecting the application of the brake controlling arrangements, an electromagnet adapted to be energized in two ways by apparatus at the side of the track for preventing saidvbrake controlling arrangements becoming effective, a timing device adapted to be operated by said electromagnet when energized in one way, means controlled by said electromagnet to prevent said brake controlling arrangements from becoming effective when said electromagnet is energized in either direction and means controlled bysaid timing device for preventing the electromagnet for a predetermined time when operated in one way only from operating said brake preventing means,

36. In a train control system, a locomotive, an air pipe on said locomotive for controlling the application of the brakes, a valve for said air pipe, a shoe adapted to be controlled from apparatus at the side of the track to mechanically operate said valve to open said air pipe, a polarized electromagnet, a second valvefin said air pipe adapted to be closed when said electromagnet is energized in either oftwo directions, a timing device adapted to be set in operation when said electromagnet is energized in one direction and means controlled byvsaid timing device for preventing said electromagnet Ubeing eiective when energized inone direction, while .permitting it to be effective when energized inthe other direction. v

37. A train control system comprising a track, aramp at theside of the track, switching means adapted to place said ramp in three distinct conditions, a locomotive, means on said locomotive responsiveto one condition to cause the brakes to be applied,`a timingdevice on said locomotive, means responsive to said second condition to cause said timing device tooperate, means under the control of said timing device adapted to cause the brake controlling arrangements to operate if another ramp in a similar condition is passed before the timing device has completed its operation, and means responsive to the third condition for automatically preventing the yoperation of the brake controll ling v'arrangements from becoming eiiective.

38.` In a train control system, apparatus on a train comprising a shoe adapted to be moved bodily when passing overa ramp, an air pipe for controlling the `application of the brakes,

a valve adapted to be forced open by the mechanical movement of said shoe and locked open to allow the brakes to be applied, a second valve in said pipe, an electromagnet controlled by apparatus atthe side of the track for closing said second valve in said v air pipe, and means for automatically removing tlie locking vcondition of said first valve when said second valve, is closed.

l39. Ina train control system, a locomotive, brake controlling arrangements 'onfsaid locomotive, a low resistance electromagnet cfoni nectedin Series with saidsh-oe,alarge ca-A pacity condenser connected across the terminals of said lelectromagnetand adapted to assist its operation, a second. electromagnet y of high resistance connectedin parallelwith said first electromagnet and adapted to respondonly to a yprolonged energization, contacts controlled by said second electromagnet, and a resistance shunted by said contacts'and adapted to beinserted in series with said first electromagnet when said second electroinagnet is energized. y

40. A railway signallingsystenifcomprising a track, a plurality of signal controlling arrangements, three ramps associated with eachksignal controlling arrangement and switching means controlled by said signal controlling arangements for connecting three different combinations of electrical connections' to said ramps.

4l. A train control system comprising a track', a ramp located alongside said track, a

second ramp located alongside saidv track and situatedl a predetermined distance from saidV rst ramp, a third ramp located alongside said track'and situated a predetermined distance from said second ramp, said secondpredetermined distance being fconsiderably greater 1than said Vfirst predetermined distance, a `s'ource'of electrical energy," means for connectingone terminal of said source of electrical energy to said second and third lramps and for connecting the `other terminalv of said source Vto said first ramp if a passing trainis'to reduce its speed from a maximum to an intermediate speed, and means for conis@ f i necting the last mentioned terminal of said sourceof electricalenergy to ,said` rst,-sec

ond andthird rampsif said train) is to,pass at aiminimum speed. y ka l 42. A train control system comprising a` "track, a signalling arrangement located alongside said track, two ramps locatedfalong:l side said track ata predetermined distance from each other and associated with saidlsig-V1 f nalling arrangement, switchingl means s convtrolled by saidsignalling arrangementand-f adaptedjto. selectively 'connecteithei-offtwo kindsofvgelectrical energy to'liiothv oifsaidv rampsfor the secondvofsaid'rarnps -or neither of said ramps, v a y second signalling arrai'ige "finent, a third Lramp associated withV saidfs'ig-,iV

nalling arrangement fand @adaptedl to be located at a predetermined distancefronil said` second ramp, said second ,predetermineddistance vbeing greater. thanv said first predetei'f` mined distance, and. switching means fcon mechansm azblanchednlever having lone 1,7 branch free` forfiiiseg in Ina-niial operation', a n

substantially onefoiirththe are ofia circle.; il lIn testimony`V whereof-I' aixmyissignature.it

`Aiiniiiin ERNESTQHUDD; j l i trolled by said'secondsignalling arrangev A l ment for connecting a similar kindlot;V elec- 1- tricalenergy to. said second ramp orfnot.

y43. `Atrain controlsystem comprisinga pluralityjof signalling arrangements, three ramps associated; with-'each signalling arrangement one.ofsaidvrarnpsbeing located a: i 1 f predetermined vdistance,from the nearestv`rrampfassociatedwith jthepreceding signal-y Y' ling arrangementtheother two ramps being l located a predetermined.distance'from each s V other lessthan saidirstpitedetermined'disi l, tance, a battery having itsposit'ive'polezcon-l nected to one rail of the track,.asecondl hat?A teryk having f ,its negative p pole :connected .to f one railofthe track, .switchingimeansassociatedeV with each signalling arrangement adapted to connect the positivepolel of saidfvv second V b'atteryto the `three rainps associated: y Y i therewith when thel track is clear,:to connect,

positivepole of said-second batterygto the first two ramps and thejnegative pole offsaid:v

first battery-to the thirdfranip wlien'tliesuce Y ceeding signalling arrangement is atdangei"v and to connect negative pole of said first bateV teryto allthree rampswhentheassociated signalling arrangement is at danger.V

44. In a combined manualand automatici-k y I .brake controllingk mechanisnn'a hand lever having an garm, apiston acting-on saidrarin tocausev` an automaticbrake application'7 saidY Y .y l i y handlever adapted yto moveinacunve anda A* adapted ltonmoveiugpandi-down relatively to.vv Y kthe'snrfacebf said. piston, while saidaini operatedY lineally withrespect to said` piston. Y.1

Y `45.1n Iaflocornotive brake controlling `mechanisin," a 'branched lever having one branch freevfor use inL manualope-ration, ,a a

cylinderl having a pneiimatcally operated; pistona vsecond branch of said-lever extends; ing finto' said cylinder f into .engagementxwith' said pistonfandadapted to. be operated there*- lfby, anda third ybranchyof said'lever pivoted outside butzadj acentto .the Vwallofsa'id cylini 

